4.0 Recommended System & Improvements

The recommended system and improvements consists of two distinct components:

Bicycle System

Bicycle Programs

4.1 Bicycle System

The recommended bicycle circulation strategy consists of a system of routes, lanes, and paths connecting residential neighborhoods in Alameda with the schools, parks, libraries, business districts, and other destinations. The proposed bikeway system is shown in Figure 3.

The proposed Alameda Bikeway system is characterized by (1) enhanced connections to Oakland including a potential new water taxi service, (2) improved and new pathways along the Alameda shoreline, (3) new bike lanes on Central Avenue and other streets, and (4) new bicycle support facilities such as signal detectors and bicycle parking. At a minimum, all bicycle routes identified on the Plan will be Class III bike routes and include intersection protection where needed, wider curb lanes where possible, traffic calming where needed to slow traffic, shoulder striping where feasible, and signing.

A long term 'vision' for more bicycle-friendly treatments of local streets are proposed in this chapter. The top short term bikeway projects were selected by staff, the public, and bikeway specialists based on their local knowledge and cycling experience, the orientation of funding programs, and the planning criteria outlined in the Master Plan (coverage, connectivity, user groups, implementation, local input, funding sources).

4.2 Creating a Bikeway System

A bikeway 'system' is a network of bicycle routes that, for a variety of reasons including safety and convenience, provide a superior level of service for bicyclists and/or are targeted for improvements by the City due to existing deficiencies. It is important to recognize that, by law, bicyclists are allowed on all streets and roads regardless of whether they are a part of the bikeway system. The bikeway system is a tool that allows the City to focus and prioritize implementation efforts where they will provide the greatest community benefit.

Figure 4: Proposed Bikeway System

There is an established methodology for selecting a bikeway system for any community. The primary method is to receive input from the local bicycling community and local staff familiar with the best routes and existing constraints and opportunities. Input can be received through a variety of means, but typically is through the public workshop format. Two public workshops were held in Alameda on November 12th and December 3rd, 1998, where citizens were asked to identify the routes they regularly ride plus corridors they saw as either opportunities or constraints. In addition, an extensive survey was conducted and over 50 responses collected that helped identify the types and locations of improvements designed to meet citizen's needs.

The following criteria are typically used to develop a bicycle system:

Existing Bicycling Patterns

Connectivity

Traffic volumes and travel speeds

Amount of side friction (driveways, side streets)

Curb-to-curb width

Pavement condition

Access from residential areas

Number of destinations served

Schools

Parks and Shorelines

Employment Centers

Topography

Integration into the regional system

Adjacent land use

On-street parking

Accident data and safety concerns

Existing bottlenecks or constraints

Existing opportunities such as planned roadway improvements

The Alameda bikeway system was developed focusing on connecting existing segments of bike lanes, addressing routes used by bicyclists, and focusing on specific opportunities and constraints. The street grid pattern offered several distinct through corridors which connected residential areas with activity centers such as downtown, schools, and parks.

Once a bikeway system has been identified, the greatest challenge is to identify the top segments that will offer the greatest benefit to bicyclists in the next five years. Aside from the criteria used in developing the system as a whole, selection of these top projects is based on:

(1) The number of schools served;

(2) The number of recreational centers served. If the segment is a Class I bike path, the pathway itself may qualify as a recreational destination.

(3) The number of employment centers served;

(4) The number of areas where bicycle safety is addressed, i.e., corridors with high traffic volumes and narrow travel lanes; and

(5) Segments which help overcome existing gaps in the bicycling system.

Table 3 presents the proposed short term improvements in general order from highest to lowest priority.

Table 3

Ranking of Bicycle Improvements

1. Webster/Posey Tubes, Oakland Connection

2. Central Avenue Bike Lanes

3. Bicycle Support Facilities

4. Shoreline Trail Enhancements

5. Bay Farm Island Bike Bridge Access

6. Northern Bikeway Corridor and Park/Fruitvale Bridges Bicycle Access

7. San Jose-Sherman Bicycle Corridor

8. Commercial Area Bicycle Corridors

9. Fifth Street Corridor

10. Atlantic Avenue Bikeways

11. Bay Farm Island Bikeways

12. Alameda Point and FISC Bikeway Systems

Finally, it is important to remember that the bikeway system and the top projects are flexible concepts that serve as guidelines to those responsible for implementation. The system and segments themselves will change over time as a result of changing bicycling patterns and implementation constraints and opportunities.

4.3 Description of Proposed Bikeway Improvements

Each project is presented on its own Project Sheet, which provides key information on the proposal including cost, location, and sample cross sections. The Project Sheets are designed to be used as a direct resource and addendum to funding applications.

A short description of each project is presented below. A detailed description of how bike lane or route treatments were selected is presented in the Phase II Implementation chapter.

PROJECT #1:

WEBSTER/POSEY TUBES, OAKLAND CONNECTION

Right-of-Way Control: City, Caltrans

Required Studies/Actions: Documentation of Tunnel Conditions and Request to Caltrans, Tunnel Retrofit Engineering Study, Ferry Feasibility Study, CEQA

Tube Improvements

Connections to Oakland and BART via the Webster Street Tube was identified as one of the top constraints in Alameda. Short term improvements identified included retrofitting the existing tube walkways so that they provide minimal widths per American with Disabilities Act (ADA), City, and Caltrans bikeway standards from the Highway Design Manual and the Traffic Manual. In addition, improvements to mitigate the noise levels and air quality in the tubes was identified. This plan recommends that these sub-standard conditions be documented and sent to Caltrans District 4 along with a request that Caltrans provide a plan for improvements. Also, the letter should formally request that enhanced bicycle access be included as part of any work on the existing or future tubes by Caltrans.

Water Taxi

The City recognizes that improvements to the tubes for bicyclists will be difficult to implement, at least in the short term. As an alternative, the City should explore the feasibility of establishing a water taxi system on the Estuary, possibly in partnership with the City of Oakland. The idea of a regularly scheduled water taxi system serving Alameda Point, the FISC site, Marina Village, Jack London Square, and the Clement Street waterfront was mentioned repeatedly in surveys and the public workshops. A recommendation of this plan is to conduct a feasibility study of this system, identify a project operator and sponsor(s), and seek funding to operate the system. The City may submit a formal request to MTC to include this water taxi system as part of their on-going regional ferry system study effort. The City may also start by sponsoring a joint Oakland-Alameda Task Force, including both public and private entities such as the Port of Oakland, local developers and MTC to explore this concept. Some additional objectives of the water taxi service include (a) keep price as low as possible (~ $1.00), (b) minimum headways of 15-20 minutes, (c) identify landing sites in Alameda with adequate parking and (c) initial service should link Marina Village with Jack London Square

PROJECT #2:

CENTRAL AVENUE BIKE LANES

Right-of-Way Control: City, Caltrans

Required Actions/Studies: Traffic analysis, bike lane design

Installing bike lanes on Central Avenue from Main Street to the existing bike lanes starting on Grand Avenue has been identified as a top priority, especially given the two schools on this corridor. A recommendation of this plan is to study the traffic impacts of converting the street from four lanes to three lanes (two travel lanes, one turn lane) and installing bike lanes and intersection improvements (bike lane pockets, signal detectors) where needed. Further study of the street width and parking requirements near Encinal High School is required.

PROJECT #3:

BICYCLE SUPPORT FACILITIES

Public Works (on-street)

Right-of-Way Control: City

Required Actions/Studies: Adoption of zoning requirements, streetscape improvement plans, involvement of business community on bike rack standards and requirements

Signal detector and bicycle parking improvements fall into the bicycle support facility category, and were mentioned as top items in the surveys. The Plan provides specific recommendations and standards for (a) the installation of signal detectors at actuated signals on the bike system and (b) standards for the number, location, and type of bicycle parking facilities. Bicycle parking recommendations are broken down between generic requirements and standards for the type, location, and number of bike racks and lockers to be provided with each land use type, and specific recommendations for the Park Street, West Alameda, and Greater Alameda Business Communities. Specific recommendations are required in these areas given the unique nature of each corridor, and the need to involve the local business community in selecting the appropriate treatment. This plan recommends that the proposed bicycle parking and signal detector standards be adopted and that a special study be undertaken of the Park Street and Webster Street business areas to determine the appropriate bicycle parking recommendations, possibly in conjunction with a parking and/or street scape study.

PROJECT #4:

SHORELINE TRAIL ENHANCEMENTS

Right-of-Way Control: EBRPD, City, State Parks

Required Actions/Studies: CEQA Clearance, Trail and Crossing Design

The Alameda Shoreline Trail from Crown Memorial State Beach to Broadway is one of the most popular recreational pathways in the East Bay. The pathway is currently under the jurisdiction of the East Bay Regional Park District (EBRPD) and the State Parks & Recreation Department. The path is generally sub-standard in width given the level of use. The plan recommends that the City propose improvements to the existing Shoreline Trail to the EBRPD and State Parks as jointly-funded projects, including widening and improving the existing paved trail (including a new centerline stripe) and providing a new unpaved treadway for walkers. The Plan also recommends that the City explore the feasibility of adding bike lanes on Shoreline Drive.

The existing bikeway on Bayview Drive which links the Shoreline Trail at Broadway to Otis Drive connecting to the Bay Farm Island Bike Bridge has gaps at both Broadway/Shoreline Drive and along Otis Drive to the bridge. Currently, bicyclists are directed to use the sidewalk along Otis Drive and the path through Towata Park to access the Bay Farm Island Bike Bridge. Otis Drive carries heavy traffic volumes and the sidewalk which bicyclists are directed to use narrows to 6 1/2 feet at a point and has no landscape buffer to separate the facility from the traffic. This Otis Drive connection does not meet width and design standards for a multi-direction, multi-mode (pedestrian and bicycle) path. Transitions will be provided to create a continuous, safe linkage from the Shoreline Trail to the street route on Bayview Drive and then to the bike bridge.

PROJECT #5:

BAY FARM ISLAND BIKE BRIDGE ACCESS

City Parks & Recreation (off-street)

Right-of-Way Control: City, Caltrans

Required Actions/Studies: Easements, CEQA Clearance, Trail and Crossing Design

The success of the Bay Farm Island Bicycle Bridge has led to the need to improve access to the structure, and specifically the problem with getting bicyclists onto Island Drive, the geometrics of the existing access ramps, the mixing of pedestrians and bicyclists, and other design and operational issues. Recent signing improvements by the City have been successful in advising bridge users of the proper etiquette and providing directional information. The Plan recommends specific improvements be completed as part of a civil engineering design study including (a) improving the Island Drive pathway to Class I standards, (b) providing a grit material to the existing wooden boardwalk to reduce slipping in wet weather, (c) replacing an existing utility cover on the north side of the bridge with a less slippery surface, (d) exploring design options for reducing the sharpness of the intersection at the north side of the bridge, including possible easement acquisition from the Aeolian Yacht Club, (e) providing an enhanced crossing and access for bicyclists arriving from Shoreline Drive and Otis Drive, (f) examining the feasibility of bike lanes on Island Drive connecting across Doolittle to the Bike Bridge access path, and (g) exploring a potential construction of an under-crossing to Fernside Boulevard in phase II. Phase II of this plan provides more detailed recommendations.

PROJECT #6:

NORTHERN BIKEWAY CORRIDOR AND PARK/FRUITVALE BRIDGES BICYCLE ACCESS

Parks & Recreation (off-street)

Right-of-Way Control: City

Required Actions/Studies: Bike lane design, Trail and Crossing Design

Public and Advisory Committee input revealed the desire for a new east-west corridor serving the northern waterfront area and connecting to the Park Street and Fruitvale Bridges. Comment was undecided on the best east-west street to use between Clement, Buena Vista, or Pacific (which already is a bike route on its western end). A long term goal is to provide shoreline access along the Northern Waterfront as the area redevelops. Phase II of this plan provides a more detailed evaluation and selection of the appropriate corridor given street widths, bicycle patterns, and traffic conditions. The plan recommends that the selected corridor improvements consist of possibly utilizing portions of the old Alameda Belt Line railroad right-of-way for a new pathway, new bike lanes where feasible, re-striping the street if traffic conditions permit, bicycle access improvements to the Park Street Bridge via Blanding Avenue and developing Pacific Avenue as a bike boulevard using traffic calming techniques. The plan also recommends continued cooperation with the City of Oakland in developing and maintaining bike lanes and pathways connecting along the Embarcadero between Jack London Square and the Fruitvale Bridge.

The plan recommends exploring all alternatives that provide improved, safe access to the Fruitvale Bridge. Priority shall be on improving access to the Fruitvale Bridge via the west side of Tilden Way along the Shopping Center and the railroad tracks. Adjoining neighborhoods will be notified and included in the planning process to insure that proposed bicycle access projects respect privacy, safety and environmental issues. Public meetings will be held to insure public involvement.

PROJECT #7:

SAN JOSE-SHERMAN BIKEWAY CORRIDOR

Right-of-Way Control: City

Required Actions/Studies: Bike lane design, traffic and signal analysis

This new on-street bikeway could consist of new bike lanes or bike routes, (depending on street width, traffic volumes, and other factors) on San Jose Avenue from Fernside to Sherman Street, and from that point into Marina Village. The plan states a preference for bike lanes along these corridors subject to the results of feasibility studies. The route would provide for enhanced north-south movement and for an alternate east-west route to Central Avenue through a quieter residential neighborhood. The plan recommends San Jose as the best street in this corridor (versus Clinton or San Antonio), that traffic calming devices be explored (such as chicanes, roundabouts, and/or elevated intersections) to help slow and minimize traffic through these neighborhoods, that bike lanes and intersection improvements be explored and installed if feasible. A new traffic signal may be warranted at Sherman and Santa Clara under this proposal.

PROJECT #8:

COMMERCIAL AREA BICYCLE CORRIDORS

Right-of-Way Control: City

Required Actions/Studies: Bike lane design, traffic analysis

The plan recommends improvements to the Park and Webster Street corridors to enhance bicycle circulation and parking. Due to the competition for roadway space with traffic and parking, the plan recommends that a traffic analysis be conducted to determine potential circulation changes and impacts (if any) of minimizing traffic speeds and volumes. The analysis should consider the benefits and impacts of long term visions to make both Webster and Park Streets more bicycle friendly, possibly by diverting some traffic to other streets. Key objectives of this analysis should be:

• maintain business access/parking
• minimize through traffic on Park
• protect residential neighborhoods
• provide additional space for bikes/pedestrians
• provide access for bicycles and bike storage

Oak Street provides a good short-to-mid-term alternative route for bicyclists around or parallel to Park Street, and connects from the Park Street bridge to Otis Drive via a small pathway connection at the termination of the street. This route could be improved to provide through bicycle connections while minimizing through vehicle traffic flow through a variety of traffic calming measures. The plan recommends evaluation of traffic conditions and evaluation of potential alternative corridors in Phase II such as the use of Park Street. The plan also recommends exploring the possibility of diverting traffic from one of the main north-south corridors (Oak or Park), through the use of traffic calming devices, and the feasibility of installing bike lanes for portions of Oak Street. Include study of bikeway connections between Oak Street and other existing bikeways including Lincoln Avenue between Oak street and Park Street/Tilden Way during planning and design of an Oak Street Bikeway.

PROJECT #9:

FIFTH STREET CORRIDOR

Right-of-Way Control: City, Private

Required Actions/Studies: Easement acquisition, developer negotiation, street and bike lane design

Fifth Street was identified as an important future north-south connection in western Alameda. The street is currently discontinuous, however plans for improvements associated with the FISC redevelopment offer a unique opportunity to have an integrated bike lane corridor constructed here. The plan recommends that the City identify Fifth Street as a future bike lane corridor, and require that any future development provide bike lanes on Fifth Street.

PROJECT #10:

ATLANTIC AVENUE BIKEWAY

Right-of-Way Control: City, Private

Required Actions/Studies: Easement acquisition, developer negotiation, pathway and crossing design

The abandoned railroad right-of-way on Atlantic Avenue between Main and Webster has been identified as a potential linear park and pathway in the past. The plan recommends that the City move ahead with the easement acquisition and development of a linear park and pathway in this corridor to help provide an important connection to the Alameda Point area. The plan also recommends enhanced bicycle protection at the Webster crossing and connection to the bike lanes east of Constitution.

PROJECT #11:

BAY FARM ISLAND BIKEWAYS

Public Works (on-street)

Right-of-Way Control: City, Private

Required Actions/Studies: Easement acquisition, developer negotiation, pathway and crossing design, bike lane design

Bay Farm Island provides some of the best bicycle facilities in Alameda, but does require several specific improvements. The plan recommends new bike lanes on Mecartney Road between Island Drive and Maitland Drive, on Maitland from Mecartney to Harbor Bay Parkway, bike lanes on North Loop Road, new bike lanes on Island Drive from Mecartney to Catalina Avenue, and a new pathway connection from the end of Island Drive to North Loop Road. This last improvement will provide an important new connection for Bay Farm Island residents to the Bay Trail. Study and implement improved bikeway access to the Alameda Municipal Golf Complex including possible improvements along the east side of Island Drive.

PROJECT #12:

ALAMEDA POINT AND FISC BIKEWAY SYSTEMS

Public Works (on-street)

Right-of-Way Control: City, Private

Required Actions/Studies: Easement acquisition, developer negotiation, pathway and crossing design, bike lane design

Bikeways on Alameda Point and at the FISC are or have been included in specific planning efforts such as the NAS Alameda Community Re-Use Plan. The plan recommends the implementation of these systems and the addition of any citywide recommendations on design standards. The plan also recommends that development plans be reviewed as they are submitted to ensure they provide bicycle-friendly features.

4.4 Bicycle Parking and Other Support Facilities

A systematic program to improve the quality and increase the quantity of bicycle parking facilities is required in Alameda . The proposed performance standards are presented in the following recommendations.

Recommendation #1:

Bike parking should be provided at all public destinations, including the parks, schools, the business districts, City Hall, and other public facilities. All bicycle parking should be in a safe, secure, covered area (if possible). Bicycle parking should be programmed for the locations identified in Phase II of the plan.

Recommendation #2:

All new commercial development or redevelopment in excess of 10,000 gross leasable square feet should be required to provide one approved bicycle storage per 30 employees. All bicycle storage should be located in safe, secure, covered areas, be anchored to the ground, and allow bicycles to lock both frame and wheels. Figures 5 and 6 illustrate the recommended Class I (bike locker) and Class II (bike rack) configurations.

Recommendation #3:

Provide a mechanism and guidelines for the installation of bike racks on sidewalks in commercial areas and shopping centers. In general, the racks should be located in close proximity (within 200 feet for all major generators, be visible, not obstruct pedestrian or vehicular movement, and contribute to the aesthetics of the area.

Recommendation #4:

Bicycle parking for existing non-residential uses should be implemented through one or a combination of the following two methods. (1) Require existing non-residential uses to provide bicycle parking per the requirements described above as part of the building permit process. (2) Subsidize the cost of bicycle parking through grants from public or private sources (see Funding section). Small bicycle storage units (possibly covered), with capacity to hold 2-bicycles, should be provided on both sides of the streets in commercial areas at least every 200 feet.

Recommendation #5:

A special program to construct bicycle corrals where needed at all elementary, middle, and high schools in Alameda should be continued and enhanced where needed. These enclosed facilities are locked during school hours, and address the theft and vandalism concerns of students.

Figure 5: Class I Bike Locker Designs

Figure 6: Class II Bike Rack Designs

Recommendation #6:

A new program, required as part of event permitting, to provide and advertise and promote closed-in secure bicycle corrals at all major special events in Alameda, to encourage residents and visitors to bicycle rather than attempt to drive should be instituted.

4.5 Bicycle Safety Education Programs

The Alameda Bicycle Master Plan provides both physical recommendations (such as bike lanes) and program recommendations. Some of the program recommendations, such as changes in zoning requirements for bicycle parking, have already been covered. This section covers future efforts to educate bicyclists and motorists, and efforts to increase the use of bicycles as a transportation alternative.

4.5.1 Education

The Alameda Unified School District, Police Department, and the Department of Public Works have a long history of trying to improve safety conditions for bicyclists. Unfortunately, the lack of education for bicyclists, especially younger students, continues to be a leading cause of accidents. For example, the most common type of reported bicycle accident in California involves a younger person (between 8 and 16 years of age) riding on the wrong side of the road in the evening hours. Studies of accident locations around California consistently show the greatest concentration of accidents is directly adjacent to elementary, middle, and high schools. Many less-experienced adult bicyclists are unsure how to negotiate intersections and make turns on city streets.

Motorist education on the rights of bicyclists is virtually non-existent. Many motorists mistakenly believe, for example, that bicyclists do not have a right to ride in travel lanes and that they should be riding on sidewalks. Many motorists do not understand the concept of 'sharing the road' with bicyclists, or why a bicyclist may need to ride in a travel lane if there is no shoulder or it is full of gravel or potholes.

Existing education programs in schools are generally taught once a year to 3rd, 4th, and 5th graders. Curriculum is generally derived from established programs developed by groups such as the California State Automobile Association, and taught by members of the Alameda Police Department. Budget cuts, demands on students' time, and liability concerns limit the extent of bicycle education to school children. Formal adult bicycle education is virtually non-existent.

Recommended Program: Expand Current Education Programs

Existing educational programs in Alameda schools should be expanded in a cooperative effort between the City and the Unified School District, and supported by a secure, regular funding source. A Joint City/School District Safety Committee and Recreation and Park Committee should be formed consisting of appointed parents, teachers, administrators, police, an active bicyclist, and public works staff whose task it is to identify problems and solutions, ensure implementation, and submit recommendations to the School Board or City Council.

Recommended Program: Develop New Educational Program Materials and Curriculum.

Education materials should be expanded to promote the benefits of bicycling, the need for education and safety improvements, the most recent educational tools available in the country (including the use of low-cost safety videos), and directives to parents on the proper school drop-off procedure for their children. Educational pamphlets for children should be made more readable. Incentive programs to reward good behavior should be developed. Educational programs, and especially on-bike training, should be expanded to more grades and for more hours per year. Education curriculum should, at a minimum, cover the following lessons:

on-bike training or bicycle 'rodeos'

the use and importance of bicycle helmets

how to adjust and maintain a bicycle

night riding (clothes, lights)

rules of the road

riding on sidewalks

how to negotiate intersections

riding defensively

use of hand signals

A standard safety handbook format should be developed incorporating the best elements of those currently in use, and made available to each school on disk so they may be customized as needed. Each school should develop a circulation map of the campus and immediate environs to include in the handbooks, clearly showing the preferred circulation and parking patterns and explaining in text the reason behind the recommendations. This circulation map should also be a permanent feature in all school newsletters. Bicycle helmet subsidy-programs are available in California, and should be used to provide low-cost approved helmets for all school children bicyclists.

Recommended Program: Develop an Adult Education Program.

Establish an adult bicycle education program through the Recreation and Parks Department and/or other City departments that (a) teaches adults how to ride defensively, (b) how to ride on a variety of city streets, and (c) encourages adults to feel more confident to ride to work or for recreation. Work with local bicycling groups who could provide the training expertise, and possibly lead organized bicycle training sessions, tours and rides.

Recommended Program: Educate Motorists

Educate motorists about the rights and characteristics of bicyclists through a variety of means including: (a) making bicycle safety a part of traffic school curriculum in Alameda, (b) producing a brochure on bicycle safety and laws for public distribution, (c) enforcing existing traffic laws for both motorists and bicycles, (d) sending an official letter to the Department of Motor Vehicles recommending the inclusion of bicycle laws in the drivers license exam, and (e) install signs that read 'Share the Road' with a bicycle symbol at least every 1,000 feet along all routes of the proposed primary system where bike lanes are not feasible, travel lanes are under 14 feet wide, and ADTs exceed 10,000.

Recommendation: Identify School and Child Activity Centers Commute Routes

This plan has identified many routes which will benefit school children who choose to walk or bicycle to school. However, each school needs to conduct its own evaluation of school commute patterns and work with the City in identifying crossing and corridor improvements. Identifying and improving routes for children to walk or bicycle to school is one of the most cost effective means of reducing AM traffic congestion and addressing existing safety problems. Most effective school commute programs are joint efforts of the school district and city, with parent organizations and child activity centers adding an important element.

Develop a tool that can be used to evaluate safety conditions on school commute corridors to determine if conditions are within acceptable bounds. This can be done using state or City accident data, surveys of parents on their school commute habits, surveys of students who walk or ride to school, and other sources. Develop specific thresholds by which meaningful comparisons can be made.

Develop a toolbox of measures that can be implemented by the school district and City to address safety problems. This may include maps of preferred school commute routes, warning signs, enhanced education, additional crossing guards, signal treatments (longer cycles, ped activated buttons, etc.), enhanced visibility at key locations (lighting, landscaping abatement), crosswalks, bike lanes, and other measures.

4.6 Community and Employer Outreach

Without community support, a bicycle plan lacks the key resources that are needed to ensure implementation over time. While the City Public Works Department may be responsible for designing and constructing physical improvements, strategies for community involvement will be important to ensure broad-based support--which translates into political support--which can help secure financial resources. Involvement by the private sector in raising awareness of the benefits of bicycling and walking range from small incremental activities by non-profit groups, to efforts by the largest employers in the City. Specific programs are described below.

4.6.1 Bicycle Donation Program

A fleet of lender bicycles available to employees to use as a commute alternative has proved successful in Portland and other U.S. cities. The bicycle may be purchased new or obtained from police auctions, repaired, painted and engraved with ID numbers, and made available free of charge to employees. Depending on demand, bicycles may be made available through reservations or on a rotating basis. The bicycles themselves should be lower-end heavy-duty bicycles that have minimal re-sale value. Employer's responsibilities would be limited to an annual maintenance inspection and repairs as necessary. The objective of the program is to encourage employees to try bicycling to work as an alternative, without making a major investment. Employers may wish to allow bicycle commuters to leave 15 minutes early from work, or some other type of incentive to encourage use of the bicycles. The City of Alameda plans to provide a fleet of 100 lender bicycles to commuters through their Yellow Bike Program.

4.6.2 Bicycle Clunker and Parts Program, Bicycle Repair Program

This program ties directly into the previous program by obtaining broken, stolen, or other bicycles and restoring them to working condition. The program's dual mission is also to train young people (ages 12-18) how to repair bicycles as part of a summer jobs training effort. Bicycles are an excellent medium to teach young people the fundamentals of mechanics, safety, and operation. Young people can use these skills to maintain their own bicycles, or to build on related interests. The program is often staffed by volunteers from local cycling organizations and bicycle shops, who can help build an interest in bicycling as an alternative to driving. The seed money to begin this program often comes from a local private funding source. The proposal submitted to this source should clearly outline the project objectives, operating details, costs, effectiveness evaluation, and other details. The bicycles themselves could be derived from unclaimed stolen bicycles from the police department, or from donated bicycles. The program will need to qualify as a Section 501C(3) non-profit organization to offer tax deductions.

4.6.3 Community Adoption

Programs to have local businesses and organizations 'adopt' a pathway similar to the adoption of segments of the Interstate Highway system. Supporters would be identified by small signs located along the pathway, acknowledging their contribution. Support would be in the form of an annual commitment to pay for the routine maintenance of the pathway, which in general costs about $8,500 per mile. This program may be administered by Recreation & Parks or other groups.

4.6.4 Bike Fairs and Races

The City is well positioned to capitalize on the growing interest in on-road bicycle races and criteriums. Events would need to be sponsored by local businesses, and involve some promotion, insurance, and development of adequate circuits for all levels of riders. It is not unusual for these events to draw up to 1,000 riders, which could bring some additional expenditures into the town.

The City can assist in developing these events by acting as a co-sponsor, and expediting and possibly underwriting some of the expense of--for example--police time. The City should also encourage these events to have races and tours that appeal to the less experienced cyclist. For example, in exchange for underwriting part of the costs of a race the City could require the event promoters to hold a bicycle repair and maintenance workshop for kids, short fun races for kids, and/or a tour of the route lead by experienced cyclists who could show less experienced riders how to safely negotiate city streets.

4.6.5 Employer Incentives

Beyond programs described earlier such as the Bicycle Donation Program, employer incentives to encourage employees to try bicycling or walking to work include sponsoring bike fairs and races, providing bicycle lockers and shower facilities, and offering incentives to employees who commute by bicycle or walk by allowing for more flexible arrival and departure times, and possibly paying for transit or taxis during inclement weather. The City may offer incentives to employers to institute these improvements through air quality credits, lowered parking requirements, reduced traffic mitigation fees, or other means.

4.6.6 Bike-to-Work and Bike-to-School Days

In addition to the existing bike-to-work day in Alameda, have local bike-to-work days on a more regular basis and in combination with other events to help promote bicycling as a commute alternative. Bike-to-work days could be sponsored by the City, possibly in conjunction with other agencies such as MTC. Bike-to-school days could be jointly sponsored with the School District, possibly in conjunction with bicycle education programs.